KR101225807B1 - Fixed track for rail-bound vehicles on a bridge - Google Patents

Abstract

The present invention relates to a stationary track for a rail vehicle on a bridge, the stationary track covering a bridge superstructure slab, a support slab covering the superstructure slab and having a longitudinal hump and stopper, and a ballast slab having a recess. And a rail is disposed on the ballast slab by fastening means. The object of the present invention is to develop a structure that requires simpler longitudinal reinforcement and less formwork and manufacturing work, and which enables the production of longer ballast slabs. The object is that the support slab 1 with a longitudinal groove according to the invention has only one stopper 5 at the height of the center of the ballast slab 8 on which the groove is disposed and the longitudinal length of the support slab 1. The directional groove 7 is interrupted in the region by a stopper 5 at an interval of 60 to 100 cm, the ballast slab 8 comprises a longitudinal rib 4, which rib is the central region of the ballast slab. At a spacing of 65 to 105 cm by the recess 6, which is solved by engaging the stopper 5 of the support slab 1 into the recess in a shape-fitting manner.

Description

FIXED TRACK FOR RAIL-BOUND VEHICLES ON A BRIDGE}

The present invention provides a fixed track for a rail vehicle on a bridge, the fixed track consisting of a bridge superstructure slab, a support slab covering the superstructure slab and having a longitudinal hump and stopper, and a ballast slab having a recess. And a rail is fixed on the ballast slab by means of fastening means.

In recent years, so-called fixed tracks are increasingly used in high speed sections of railways. In this structure the rails are not fixed on the sleepers arranged in the ballast phase, but are supported on the steel concrete support slab. The reason for using fixed tracks in the high speed section is due to good location stability and greater availability due to longer maintenance intervals.

Installing fixed tracks on bridges has been a problem until now. In fixed tracks with continuous welded rails, each cross section is fixed at virtually no movement at all temperatures. The change in temperature causes only a change in stress in the rail. In the bridge structure, the combination of the fixed track and the bridge is a difficult problem to solve because of the change in length due to the temperature change.

In order to solve the above problem, DE 24 43 770 suggests that the support slab is arranged to be movable in the longitudinal direction on the bridge structure, so that the bridge structure can be moved under the fixed track. Absorption and transmission of potentially very large forces during braking of the train takes place into the support slab, which must transmit the force to the bridge superstructure. The distribution of braking force on bridges and rails is problematic for measurement.

To avoid this problem, fixed tracks for railway vehicles on bridges, known as the system "Rheda", have been developed. In this system, in order to protect the top seal, a support slab having a large thickness of reinforcement strips in the area of the track is mounted on the bridge superstructure, in which grooves are longitudinally spaced from one another. A ballast slab is placed on the reinforcing strip, which is joined in a shape positive manner with the support slab by engaging into a groove in the reinforcing strip of the support slab with the lower face of the spur. Since the production of the known fixed tracks requires a lot of time and cost and a lot of material consumption, the weight and height are too large in one aspect of the superelevation.

DE 196 20 731 A1 discloses a fixed track for railway vehicles on a bridge, consisting of bridge superstructure slabs, support slabs and ballast slabs. The ballast slab has recesses for individual humps each disposed at the longitudinal end of the support slab. In this structure, the recess of the ballast slab surrounds the hump of the support slab. The structure requires complicated longitudinal reinforcement and very accurate work. This requires a lot of work and time consumption. In addition, the reinforcing strips and ballast slabs of the support slabs are carried out only in small lengths up to 6 m. This requires many slabs on one bridge and complex reinforcement work and formwork for concrete slabs and stoppers. By placing stoppers at the ends of the slabs of the structure, each slab has two stoppers.

The object of the present invention is to develop a structure that requires simpler longitudinal reinforcement and lower formwork and manufacturing costs and enables the manufacture of long slabs.

According to the present invention

A support slab having a longitudinal groove has a stopper at the height of the center of the ballast slab disposed above the groove and the longitudinal groove of the support slab is interrupted at intervals of 60 to 100 cm by the stopper in the region, the ballast slab Includes longitudinal ribs, the ribs are interrupted at intervals of 65 to 105 cm by recesses in the central region of the ballast slab, and the stopper of the support slab engages into the recesses in a shape-positive manner. Is solved.

The edges of the longitudinal ribs have a strip bearing, in which an elastomeric band is bonded to the edges of the longitudinal ribs. The band has a thickness of 1.0 to 1.5 cm.

A protective concrete layer is placed below the supporting slab. The protective concrete layer preferably has a minimum concrete quality of C25 / 35 and a thickness of 5 to 11 cm.

The seal may be disposed between the bridge superstructure slab and the support slab or protective concrete layer. The seal is implemented by bitumen sheeting and is used for the protection of bridge superstructure slabs.

The support slab comprises transverse outlets at a distance of 300 to 800 cm on its side facing the protective concrete layer, the transverse outlet having a width of 8 to 12 cm and implemented over the entire width of the support slab.

The longitudinal ribs with recesses are arranged in the support slab and the longitudinal grooves with stoppers can be arranged in the ballast slab. Because of this, the structure can be better matched to each condition of the bridge and each load introduction.

-The length of the slab on the bridge can be extended and up to about 30 m.

Only simple and inexpensive longitudinal reinforcement (less cutting and bending) is needed.

Slabs require less reinforcement as a whole (less reinforcement to stoppers).

Reduces formwork and reinforcement costs and other costs by about 50%.

The arrangement of the stopper in the center of the support slab requires only one stopper and one recess in the ballast slab per support slab.

In the conventional configuration, instead of two stoppers, one at each end of each slab, in the arrangement of only one stopper, if the length changes, there is not necessarily a length change between the ballast slab and the bridge superstructure slab.

-"Move" of the ballast slab in the longitudinal direction is prevented.

The center arrangement of the stopper allows the ballast slab to thermally expand or contract without disturbing.

The number of ballast slabs and stoppers are significantly reduced with respect to the bridge superstructure length (e.g. 18 m slab length with one stopper instead of 6 m slab length with two stoppers).

The invention is specifically described below by way of examples.

1 is a longitudinal sectional view of a bridge structure of a fixed track;
2 is a cross-sectional view of the bridge in the end region of the slab.
3 is a cross-sectional view of the bridge at the center of the slab.

The support slab 1 is supported on the protective concrete layer 3 on the bridge superstructure slab 2. The support slab 1 has a longitudinal groove 7 and a stopper 5 in the center region. The stopper engages into a recess 6 disposed in the center of the longitudinal rib 4 of the ballast slab 8. The support slab 1 has transverse outlets 9 and 10 at intervals of 300 to 800 cm and the outlets are embodied to a width of about 10 cm. The transverse outlets are used for the transverse drainage of the bridge superstructure slab 2.

10 ㎜) 형태로 종방향 리브(4)의 에지에 접착된다.A seal 11 is arranged between the supporting slab 1 and the bridge superstructure slab 2 or the protective concrete layer 3. The support slab 1 is separated from the ballast slab 8 by the separating layer 12. The separation layer consists of one or more of webbing, matting and coating layers. This allows the two slabs to be moved differently from each other when given a temperature influence, thereby preventing cracks in the structure. Strip bearings with elastomer band (t

10 mm) to the edge of the longitudinal rib 4.

1 support slab
2 bridge superstructure slab
3 protective concrete floor
4 longitudinal ribs
5 stopper
7 longitudinal groove
8 ballast slab
9, 10 transverse outlets
11 days

Claims (10)

A stationary track for a railway vehicle on a bridge, the stationary track comprising: a bridge superstructure slab (2), a support slab (1) covering the superstructure slab and having longitudinal grooves and stoppers, and a ballast slab having longitudinal ribs ( In a fixed track for railway vehicles on a bridge, consisting of 8), a rail is arranged on the ballast slab 8 by fastening means,
The support slab 1 with the longitudinal groove 7 has the stopper 5 at the height of the center of the ballast slab 8 disposed above the groove,
In the central region of the ballast slab 8 the longitudinal groove 7 of the support slab 1 is interrupted by the stopper 5 at intervals of 60 to 100 cm,
The ballast slab 8 comprises longitudinal ribs 4, the longitudinal ribs being interrupted at intervals of 65 to 105 cm by recesses 6 in the central region of the ballast slab and the supporting slab ( A fixed track for a railway vehicle on a bridge, characterized in that the stopper (5) of 1) is engaged into the recess (6) in a shape-fitting manner. 2. The stationary track as claimed in claim 1, wherein the edges of the longitudinal ribs comprise strip bearings. 3. The stationary track as claimed in claim 1, wherein an elastomeric band is bonded to the edges of the longitudinal ribs as strip bearings. 4. 2. The fixed track for railway vehicles on a bridge as claimed in claim 1, wherein a protective concrete layer is arranged below the support slab. 3. 5. The stationary track as claimed in claim 4, wherein a seal is arranged between the bridge superstructure and the support slab or the protective concrete layer. 2. The support slab (1) according to claim 1, wherein the support slabs (1) have transverse outlets (9; 10), respectively, with a mutual spacing of 600 to 800 cm relative to the stopper (5), the transverse outlets (8 to 12 cm). A fixed track for a rail vehicle on a bridge having a width of and implemented over the entire length of the support slab (1) and extending through the longitudinal rib (4). 2. The longitudinal groove (7) according to claim 1, wherein the longitudinal groove (7) together with the stopper (5) is arranged on the lower surface of the ballast slab (8), and the longitudinal rib (4) together with the recess (6) A stationary track for a railway vehicle on a bridge, characterized in that arranged on the support slab (1). 2. A fixed track for a railroad car on a bridge as claimed in claim 1, characterized in that the stopper (5) is arranged at the center of the length of the ballast slab (8). 2. A railroad car on a bridge according to claim 1, characterized in that a separation layer is inserted between the ballast slab 8 and the support slab as at least one of webbing, matting and coating layers. Fixed track. 2. The fixed track for railway vehicles on a bridge as claimed in claim 1, wherein the ballast slab is embodied up to 30 m long.

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